USA > Massachusetts > Hampden County > Our county and its people : A history of Hampden County, Massachusetts. Volume 2 > Part 20
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Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40
In 1868 the subject was revived, and on March 16 of that year the legislature passed an act incorporating the Springfield street railway company, naming as incorporators George M. Atwater, Chauncey L. Covell and Ethan S. Chapin, and grant- ing the company authority to construct and operate a line of street railway through Main street, and also to the neighboring towns of Chicopee and Longmeadow. Under this act nothing was accomplished, hence the charter virtually was forfeited ; but in 1869, by an act passed March 26, the charter was revived and authority was then given to build and operate a road through Main and State streets.
This was the company which in fact built and put in opera- tion the first street railway in the city. The authorized capital was $100,000, but business was begun with half that sum. On the organization the first board of directors comprised George M. At-
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FAY'S ONE PRICE SHOE STORE. 382 Main St.
SO005 XVIIIOH SITIS
STREET RAILWAY CO
A relic of early "Rapid Transit " on Main Street, Springfield
THE CITY OF SPRINGFIELD
water, Homer Foot, Chauncey Covell, Caleb Alden and Gurdon Bill. The officers were George M. Atwater, president; J. C. McIntosh, treasurer, and Gideon Wells, clerk.
The principal point of operations was at the company's stables at the corner of Main and Hooker streets, from which in 1870 a line of track was laid through Main and State streets to Oak street. The first car was run on March 10 of that year. This was known as the Main and State street line when the company had become possessed of sufficient franchises to warrant distinguish- ing names. In 1873 the board of aldermen gave permission to iocate a road from State street through Main and Locust streets to Mill river. In 1874 a location was granted for a line to extend north from Hooker street to Brightwood. In 1879 an extension was granted from State street through Maple and Central streets to the Watershops. In 1884 the location for the St. James ave- nue line was granted In 1886 the Walnut and King street location was granted, and the road was opened the same year. In 1887 the Lyman, Chestnut and Carew street line was located, and in the same year the Worthington street line was opened as far as Kibbe avenue. In 1887, also, the location for the Chicopee line was granted, and the road was opened on North Main street in 1888. In 1889 the Mill river line was authorized to be ex- tended through Ft. Pleasant and Summer avenues to Forest park. This extension was opened for traffic in 1890, and settled beyond all question the permanency of the park. Previously a few thousand visitors had patronized that resort each season, but after the road was opened the number of visitors multiplied several fold.
The year 1890 was eventful both in the history of the com- pany and the system it operated. The Forest park line was equipped with electric motor cars, and so gratifying was the success of this first effort that on the older lines the use of horse power was discontinued as rapidly as possible and the more rapid "trolley" system replaced the old, slow and uncertain method of transportation. In later years all new lines and the extension of older ones were equipped with electric power for propelling cars. In the adoption of electric motors, however, the Spring-
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field street railway company was not a pioneer, the management awaiting the results of the experiment in other cities, and adopt- ing the same after its value had been fully demonstrated.
When the company was granted permission to operate its lines with electric power the Maple street and Mitteneague branches were excepted from the operation of the grant; the former on account of an objection on the part of residents in that street, and the latter because the authorities were doubtful of the expediency of permitting electric cars to cross the old structure at the foot of Bridge street. The Maple street people for some time fought the company persistently, basing their objections on the ground that the street was too narrow for the convenient operation of cars and the superior rights of the public, and further, on the ground that the people of the street did not want a railroad line through a principal residence thoroughfare of the city. But, at length, when it was proposed to equip the Maple street line with electricity, which measure also was opposed, the board of aldermen voted to submit the question to the people at the next general election, upon which the spirit of opposition gradually subsided, and the change was made.
The location for the original West Springfield line across the old toll bridge and thence through Bridge, Main, Park, Elm and Westfield streets to Mitteneague, was granted in 1888. In 1892 the line was changed to cross the North End bridge. In 1892 also the Glenwood line to Chicopee was located ; the Worthington street line was extended from Kibbe avenue to St. James avenue ; the Indian Orchard line was located, and the Liberty street line was opened. The latter soon afterward was extended through Liberty street and Broadway in Chicopee to Chicopee Falls. The Catherine street line was located and opened for traffic in 1893 ; the Longmeadow line in 1896; the Plainfield street line in 1897; the Hancock, Walnut, Mill, Allen and White streets line in 1897 ; the Holyoke extension in 1895; the Westfield extension to Tatham and the Agawam line in 1900. The Belmont avenue location was granted in 1894. The cars on the line formerly run by way of the park and the "X" at the south line of Euclid
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avenue, but afterward a road was built to connect the Euclid avenue terminus with the line at the foot of Ft. Pleasant avenue.
In 1870 the Springfield street railway company operated a line of horse cars over 13,039 feet of track, using four cars and twenty-five horses and furnishing employment for eleven men. From July 1 to September 30, 1870, the company carried 67,705 passengers, at an average rate of speed of three and three-fifths miles per hour. The operating expenses for the time mentioned were $4,455, while the total earnings were $4,525. The cost of the road then in operation was $45,330.87, from which it may correctly be inferred that at that time the street railway invest- mient was not regarded as really profitable.
Mr. Atwater was president of the company from its organiza- tion until January, 1876, and the success of the company during the period of his management was due in a great measure to his personal efforts. He was president during the creative period of the company's history, a period in which in nearly all large undertakings profits and dividends are not expected. However, in 1876 John Olmsted was elected president of the company. At that time he was not a practical railroad man, but he was a practical, thorough and successful business man in various mer- cantile and manufacturing enterprises. When the change was. made the directors were George M. Atwater, John Olmsted, Homer Foot, Chauncey L. Covell and Henry W. Phelps.
Mr. Olmsted was made a director of the company in 1871, and when he became president in fact he assumed absolute con- trol of its business and management; and whether under his guiding hand the company has been successful, and the people have been satisfied with the service rendered, the general public must determine. Whatever was necessary to be done Mr. Olm- sted did, and the directors never once questioned his policy. If questions arose that required the action of the board, that body assembled and heard the statement of the president and then requested him to proceed according to his own judgment; and subsequent events have shown that this confidence in the managing officer was not misplaced.
The result of the management of the Springfield street rail- way company has been entirely gratifying to every person con-
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nected with the enterprise, and also to the general public; and to-day the railway system of the city stands unsurpassed by any of its kind in the country. It operates nearly 68 miles of main road, owns more than 225 cars, employs 440 men, and for the year ending September 30, 1900, carried almost fourteen millions of passengers. The present capital, which frequently has been increased with the constant growth of the company's interests, is nearly $1,500,000, yet the general assets of the corporation are worth about $4,000,000.
In the year mentioned the company paid its employees about $232,000, and the operating expenses were nearly $500,000; the gross expenditures were more than $672,000, and the gross earn- ings amounted to more than $686,000. In the same year the company paid dividends of more than $116,000, about an eight per cent. dividend, which has been paid regularly for several years.
However, in speaking of the splendid results accomplished by the management of the company much credit must be given to Mr. Olmsted's faithful assistants. During the old "horse car" days F. E. King acted as superintendent, and on his death he was succeeded by Austin E. Smith. The latter, perhaps more than any other one person, was a valuable aid to Mr. Olmsted in working the system up to its standard of excellence. He was chosen treasurer of the company in 1881, and became a director in 1888. Subsequently (July 29, 1890) he was made manager and held that responsible position at the time of his death in 1899. He was followed in office by George W. Cook, the present managing director.
In all the multitude of elements which have combined to place Springfield among the progressive cities of the country, the street railway company has been a leading and prominent factor. During the busy hours of day nearly a hundred cars are in con- stant motion, with their loads of traders, shoppers and pleasure seekers. The operation of the extended suburban lines has brought to the city the best trade of Holyoke and Westfield, while Chicopee people thereby are enabled to buy most of their goods in Springfield. The same also is true of Chicopee Falls,
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Ludlow, Indian Orchard, Longmeadow, West Springfield and Agawam, and every day buyers from the border towns of Con- necticut find their way over the "trolley" lines to Springfield's large mercantile establishments. Taken altogether it is doubtful if any of the enterprises for which this city is noted has been productive of more substantial and general good to all interests than the street railway company.
The present officers of the corporation are John Olmsted, president; Frederick Harris, treasurer; Jonathan Barnes, clerk ; Lucius E. Ladd, auditor; George W. Cook, superintendent; George M. Atwater, John Olmsted, Frederick Harris, Alonzo W. Damon and George W. Cook, directors.
MERCANTILE AND MANUFACTURING INTERESTS
In an earlier part of the city chapter frequent reference is made to the old interests of Springfield, and some attempt has been made to recall the names of business men at various periods of the town's history. A century ago, Springfield with its 2,300 population laid claim to perhaps a dozen mercantile establish- ments, a few small shops and no industries of consequence except that carried on by the government in the manufacture of fire- arms. When Hampden county was created and Springfield was designated as its shire town all interests naturally were bene- fited, yet the greatest advantage to mercantile pursuits at that time came from the operation of the several stage lines through the town. This period continued from the early years of the century until about the time of the city charter-a period of something like fifty years, and one in which was laid the founda- tion of many substantial fortunes in the town. Indeed, the busi- ness men, most of them engaged in mercantile enterprises, advocated and procured the passage of the charter act of 1852, and thus gave Springfield a standing in commercial circles in the state.
However, it was during the half century of progress which followed the opening of the Western railroad that Springfield made the greatest strides in business advancement. Previous to that time the stores were chiefly centered about court square,
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Court Square, Springfield, 1824
THE CITY OF SPRINGFIELD
while State street and armory hill were struggling for existence as trade localities. The opening of the railroad had not the effect to destroy these interests, but rather to promote them in the greatly increased population of the next score of years. After the road was completed Main street became the recognized thoroughfare of traffic and trade, and the general growth in all directions naturally strengthened all interests in other localities. The period of steam railroad building in Springfield continued from about 1840 to 1870, and in that time both the population and mercantile houses were more than doubled. Not only Main and State streets became established trading avenues during the period, but Dwight, Lyman, Worthington, Taylor, Bridge, Hill- man and Sandford streets and Harrison avenue were trans- formed from residence localities into mercantile and business dis- tricts, while north of the tracks the street was rapidly taking the form and semblance of a trading center. The early establish- ment of Cooley's hotel in that vicinity had much to do with attracting trade in that direction, but the general desirability of the region was a considerable factor in accomplishing that end.
If the reader peruses the early portions of the city chapter it will be found that the most extensive merchants of the town kept on hand large quantities of wares of various kinds, and under the head of "general stores" liquors frequently were kept on sale as part of the usual stock in trade. The Dwights were among the largest traders of early days, and while their stock is not said to have included the commodity just mentioned, their general assortment of goods might be likened to a miniature of the present vast establishments of the city conducted by Smith & Murray, Forbes & Wallace, Meekins, Packard & Wheat, Dick- ieson & Co., Quigley's and others now in trade in the city.
The establishment of the modern department store is in a way a return to an old-time custom in merchandising, only on a far greater scale of operation. If local tradition be true, the Dwight store in the best days employed from six to eight sales- men, all of whom were males; the present modern stores of the city give employment to from 250 to 400 clerks, both men and women, the latter perhaps prevailing in point of numbers. In
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stablishing stores of this class Springfield was not a pioneer city, but adopted the custom of the larger metropolitan cities after the departure had proved a success. The Forbes & Wal- lace store dates back in its history to the year 1866, when Alex- ander Forbes and J. M. Smith began business at the corner of Main and Vernon streets. Mr. Wallace replaced Mr. Smith in the concern in 1874, since which time the firm name has been well known in business circles, although the personnel of the proprietary has changed in later years. The Smith & Murray establishment was founded in 1879, occupying a substantial building at the corner of Court Square, where formerly stood the famous Hampden coffee house. Meekins, Packard & Wheat are a more recent yet equally strong house, and with such concerns as Dickiesons, D. H. Brigham Co., Carter & Cooley, H. S. Christopher, W. D. Kinsman, the George F. Quigley Co., and probably twenty others in the same lines of trade, have combined to give Springfield an especial prominence in business circles in the central and western portions of the state.
A mention of these interests naturally suggests others in various branches of trade, but it is not possible or within the province of our work to mention the names of all merchants, either past or present, who have contributed to the business his- tory of the city. Still, in speaking of stores of remarkable size and strength some notice must be given to such houses as Haynes & Co. (one of the strongest and best in Western Massachusetts), Besse, Carpenter & Co., Meigs & Co., Charles E. Lynch, all of whom have contributed in a large degree to the prosperity of the city. Our observations in this direction might be continued almost indefinitely, until every branch of business is mentioned, but scope and policy forbid. Each, however, is worthy of notice and each is a factor for good in the history of the city, but it is not the purpose of this work to advertise the business men of Springfield.
Springfield has a population of more than 63,000 inhabi- tants, and business houses sufficient in number, size and variety to supply the demands of 100,000 people; and this demand they do supply, for the city draws trade from all points within a
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radius of twenty miles, and is known as the best business center in the state outside of the city of Boston. The volume of busi- ness at the post-office is surprising, and may be taken as an index of the magnitude of the mercantile and manufacturing trade of the city. In this respect Springfield enjoys an unusual distinc- tion, as may be seen by reference to the statistical tables of the cities of New England. Yet comparative statistics tending to show to the disadvantage of cities larger than our own are not desirable.
For much of its progress during the last half century the city is indebted to the numerous lines of steam and electric rail- way, the latter having been the particular factor in accomplish- ing good results. Strangers visiting Springfield and observing the number and apparent thrift of its business interests, fre- quently are impelled to ask whence comes the trade to maintain them; but the answer is plain, and one need only point to the "trolley" lines leading to suburban localities to show that all the surrounding country is in truth tributary to the city and the bulk of the trade of more than 50,000 people from beyond its own corporate limits is attracted here.
MANUFACTURING
As an industrial city Springfield has long held an enviable prominence in New England, but there are few manufacturing centers in the whole region which are less favored with natural facilities for this pursuit. The waters of the Connecticut have not and cannot be readily diverted for manufacturing purposes within the city limits, and the only other stream of sufficient size to afford water power is Mill river. This is narrow and of limited capacity, yet from "time out of mind" its waters have been utilized for power purposes. The pioneers had recourse to this stream in the construction of the primitive mills of their period, hence the name-Mill river-by which it has ever since been known. After the construction of the saw and grist mills there was built on its banks a fulling and cloth mill, then a small tannery and bleachery, and later, among the old industries of the locality, the watershops plant, a government enterprise for the
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manufacture of firearms, which has continued to the present day, and one which, with the main construction works on State street, constitutes the greatest labor employing concern in the city.
The next considerable industry on the river was the Ames paper mill, a small affair when first started, but the humble be- ginning of the greatest industry in the Connecticut valley, and one which has given Holyoke a world-wide prominence. For the last three-quarters of a century the Mill river locality has been an important manufacturing district, yet in a great measure water power has been replaced with steam power, hence proprie- tors have established their works in the vicinity of the railroads.
Previous to 1848 one of the most available manufacturing localities of Springfield was along the banks of Chicopee river, where a few small factories were started about one hundred years ago. About 1825 or '30 the waters of the river were diverted for manufacturing purposes and at least two heavily capitalized companies were formed for the purpose of constructing dams, canals and mills, and for the operation of the latter. In the year mentioned (1848) the public welfare demanded a division of Springfield and the creation of the new town of Chicopee, which, when done, took from the mother town several of its largest man- ufacturing enterprises. At the time and for many years afterward, these plants were owned by Springfield capital, and to-day business men of this city are largely interested in Chico- pee and Chicopee Falls industries.
Between 1840 and 1850 steam power as a means of operating machinery came into use, and soon afterward Springfield again became recognized as a manufacturing center. The construction of the several lines of railroad impelled still greater efforts in this direction, and along about 1860 the city took rank with the most progressive factory cities of New England. None of this prestige has been lost in later years and there are few cities of the same population that can boast of a greater number or variety of manufacturing industries than Springfield at the be- ginning of the twentieth century. Three principal lines of rail- road carry the product of its factories to all the great markets, while the lesser branches furnish ready access to interior regions
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and add materially to the industrial and commercial wealth of the city.
A careful observer of Springfield's manufacturing enter- prises has placed their number at more than two hundred, great and small, varying in employing capacity from 25 to 300 men. The reader will see how impossible it will be to record the history of each plant in this chapter without the writer involving himself in a maze of statistics and needless detail; and more, the proprie- tors themselves have expressed a desire not to be "written up" exhaustively as a part of the city's history. However, it is proper to mention these establishments separately, especially those of importance, as many of them have been conspicuous fac- tors in Springfield's industrial growth.
The little primitive paper mill started by David Ames about 1800 evidently made good progress during the first twenty-five years of its operation, for in 1827 the Ames paper company was incorporated by Mr. Ames and his sons David, jr., and John Ames. The latter then were young men, the elder being a man of thorough business qualifications and a practical paper maker, while the younger, in addition to his knowledge of the business, developed an inventive genius and perfected several machines and processes for use in paper making. As the concern pros- pered others became interested in the business in other localities and soon Hampden county gained an enviable notoriety from its paper products. The Ames works was the real beginning, how- ever, of this now vast industry, and was located on Mill river.
In 1823 a number of Springfield capitalists and business men conceived the idea of starting an extensive cotton goods and iron mill in the town, and to that end secured an act of incorporation for the Boston & Springfield manufacturing company. The prime movers of the enterprise were Israel E. Trask, Jonathan Dwight, jr., Edmund Dwight, Joseph Hall, jr., Benjamin Day, James Brewer, Joseph Brown, John W. Dwight, 3d, James S. Dwight and Samuel Henshaw. The works were put in operation on Chicopee river about 1824, the company em- ploying a capital of $500,000. In 1827 the name was changed to Chicopee manufacturing company, and woolen goods and ma- chinery were added to the list of products.
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Another old industry was that known as the "Proprietors of the Hampden brewery," incorporated in 1826 for the purpose of manufacturing and selling ales, beer and porter. This is believed to have been the first concern for the production of malt liquors in the town, and while perhaps the later interests of the same class (and the city never has been without them) are in no sense the outgrowth of the old company, the principles em- ployed in the manufacture are not greatly changed. At the present time the city is well supplied with breweries, and each has an excellent standing in commercial circles. In this line we may refer to the Springfield Breweries company, H. Porter & Co., and to the Highland concern, whose reputation as producers is known throughout Western Massachusetts. The proprietors of the old concern known as the Springfield brewery, to which reference has been made, were William F. Wolcott, Elisha Curtis, John B. Kirkham, Stephen Warren, jr., Edmund Allen, jr., Itha- mar Goodman and Samuel H. Stebbins.
The Springfield card manufacturing company was incor- porated in 1826, by Joseph Carew, Walter H. Bowdoin, Israel Phillips, jr., and William Bowdoin, jr., for the purpose of mak- ing and vending machines and cards. The works of this com- pany were commonly known as the "old card factory," a once famous industry in early Springfield history ; but now the plant is gone and its site is being rapidly filled to grade level with the surrounding property.
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